Continuous rail



Aug.1s,1936. AQRAPE' 2,o51`,224

CONTINUOUS RAIL Filed Aug. 2, 1955 2l Sheets-Sheet 2 Patented Aug. 18, 1936 @fuN1TE'D STATES u Alvin Rape, Seward, Nebr. Application August P., 1935,'seria1No. 34,457

1 Claim.

This invention relates to railway rail construction, and more particularly to the construction of the joint between adjacent rail sections, and aims to provide a rail joint which will be exceptionally strong and durable, although the rail joint is of the scarf type.

An important object of the invention is to provide rails of a construction that may be completely formed by the rolling method, eliminating the necessity of machining the rails, which is usually necessary when forming railway rails having bosses or enlargements thereon.

A further object of the invention is to provide a rail joint of the scarf type wherein the abutting ends of the rail sections will be firmly braced against lateral movement with respect to each other. A still further object of the invention is to provide a railway joint which will be noiseless when rolling stock is passing there over.

With the foregoing and other objects in View which will appear as the description proceeds, the invention consists of certain novel details of construction and combinations of parts hereinafter more fully described and pointed out in the claims, it being understood that changes may be made in the construction and arrangement of parts without departing from the spirit of the invention as claimed.

In the drawings:

Figure l is a plan view illustrating railway rails constructed in accordance with the invention.

Figure 2 is a longitudinal sectional view through the webs of the connected ends of rail sections.

Figure 3 is a sectional View taken on line 3-3 of Figure 2.

Figure 4 is a side elevational view of a railway joint constructed in accordance with the invention.

Figure 5 is an enlarged longitudinal sectional View through the webs and the connected ends of rail sections.

Figure 6 is a sectional View taken on line 6-6 of Figure 5.

Figure 7 is a sectional View taken on line 1-1 of Figure 5.

Figure 8 is a perspective view of one of the fish plates.

Figure 9 is a perspective View of one end of a rail section.

Figure 10 is a perspective view of a cooperating rail section.

Figure 11 is a perspective view of one of the sh plates.

(Cl. 23S-232) Referring to the drawings in detail, the reference character 5 designates a railway rail, and the reference character 6 designates another rail, the rails being connected at their adjacent ends, providing a rail joint. 5

As clearly shown by the drawings, the rail joint is of the scarf type and is formed by cutting transversely through the rail at l to a point slightly past the edge of the ball or tread of the rail, and then cutting diagonally through l0 the rail as at 8, terminating at the end of the rail, the cut passing completely through the ball or tread of the rail.

At one side of each rail section is a boss 9 that extends from the end of the rail to a point an 15 appreciable distance beyond the transversely cut portion 1 where it tapers towards the web of the rail, as at l 0, the taper terminating in a featherl like edge.

At the opposite side of each rail section is an- 20 other boss indicated at l l which extends from the transversely cut portion 1 to a point an appreciable distance beyond the cut portion l where it tapers into the web of the rail at l2, the boss tapering to a feather-like edge.

In view of the fact that the rail sections are identically formed,.only one rail section has been described in detail, it being of course understood that the cut portions of the rail ends, are brought together in a manner as shown by the drawing, 30 forming a complete rail joint of the scarf type.

In order that the wheels of rolling stock may pass over the rail joint, with little or no noise, the upper surfaces of the railv sections at the transversely cut portions thereof are slightly 35 curved downwardly, at I4 eliminating shoulders at the abutting ends of the rail sections against which the wheels could strike and cause noise.

The rail sections are formed with bolt openings I5, and the sh plates i3 which are used in con- 40 nection with the rail sections, and which are of the usual and well known construction are provided with openings adapted to register with the openings of the rail sections, so that when the fish plates are brought into engagement with the 45 rail sections, they may be securely bolted in position. As clearly shown by the drawings, the openings of the rail sections are larger than the openings of the iish plates to allow for slight movement of the rail sections with respect to the 50 sh plates, due to expansion and contraction.

It might be further stated that the bosses 9, are of lengths that they extend appreciable distances beyond the ends of the fish plates where they merge into the web of the rail, with the result V55 that the rail joint is exceptionally rigid and is securely` braced against severe Vlateral strain di- Y rected thereto.` Y Y.

Whatis ciaimedis: 'V Y Y' centen of the rail Sections, the inner ends Vof the Y Vthickened portions' tapering inwardlyriyhere they Y merge into the main portion Yof the rail sections,

27,051,224 ,l Y y each rail section being cut inwardly from one side thereof and at right angles to the side edge of the rail from where each rail section isV out Y Vat an oblique angle, .the cut'portion extending f 1 to the end of the rail, thev ob1ique1y-disposedr 5 portions of adjacentrail sections adapted to be fitted together in the formation of a continuous o rail, shplates positioned over the adjacent ends of the connected rail sections, the thickened` portions of the web. extending; beyQnd theV ends of '10 the fish, Plafe- 1 

